Machine and method for withdrawing and replacing railroad ties



ATTORNEY April 1, 1958 H. c. Fox 2,828,699

MACHINE AND METHOD FOR WITHDRAWING AND REPLACING RAILROAD TIES 5Sheets-Sheet 1 Filed Aug. 29, 1955- BY (Wm, 64 M/MZZ April 1, 1958 H. c.FOX I 2,828,699 MACHINE AND METHOD FOR WITHDRAWING AND REPLACINGRAILROAD TIES.

Filed Aug. 29, 1955 5 Sheets-Sheet 2 R1 Away/ 4 ZJM, 4%,M Via/324.01)

ATTORNEY April 1, 1958 H. c. FOX MACHINE AND METHOD FOR WITHDRAWING ANDREPLACING RAILROAD TIES 5 Sheets- Sheet 3 Filed Aug. 29, 1955 INVENTOR/I5 BY wwm ATTORNEY} April 1, 1958 H. c. FOX 2,828,699

MACHINE AND METHOD FOR WITHDRAWING AND REPLACING RAILROAD TIES FiledAug. 29, 1955 5 Sheets-Sheet 4 Y W 6 J INVENTOR WWW, 4 K

ATTORNEY April 1, 1958 H. c. Fox 2,828,699 MACHINE AND METHOD FORWITHDRAWING AND REPLACING RAILROAD TIES Filed Aug. 29, 1955 5Sheets-Sheet 5 E5. y; Z 44/ 15; a? INVENTOR WW 3914 BY m5 @z M/a/mATTORNEY nite States Patent MACHINE AND METHOD FOR WITHDRAWIN G ANDREFPLACZNG RAILROAD TIES Herbert Clyde Fox, Atlanta, Ga. ApplicationAugust 29, 1955, Serial No. 531,157

6 Galina. (U. 104'-9) The present invention relates to a machine andmethod for Withdrawing and replacing railroad ties from a railroad trackstructure.

In maintaining a railroad track structure in satisfactory condition, itis necessary from time to time to replace individual ties upon which thetracks are laid, as the effective life of the ties in the structurevaries according to the characteristics of the wood from which they areformed and also according to the effectiveness of the preservativetreatments to which they have been subjected. It is also desirable, inthe interest of economy, to re-use in the track structures of yards andsidelines ties which have been withdrawn from the roadbed of a main linein which it is necessary to maintain the track structure in excellentcondition at all times. For this reason, any machine or method ofwithdrawing and replacing ties, in order to be economically feasible,must be capable of withdrawing the ties without seriously marring themor affecting their strength.

In the past, the removal and replacement .of ties has been doneprincipally by manual means, and the cost of maintaining the roadbed ingood condition is costly for this reason. The purpose of the presentinvention is to provide a tie-removing and replacing machine which isinexpensive to construct, and which, at the same time, emoves andreplaces ties without damaging them. A further object of the inventionis to provide a machine of this character mounted on a railroad truckwhich can easily be transported to the point at which the machine is tobe operated.

Another further object of the invention is to provide a tie-removing andreplacing machine which can be transported and operated with a minimumof labor, thereby making extensive savings in the cost of maintainingtrack structures in good condition. 7

Other objects and advantages of the invention will be apparent from thefollowing description or" the one embodiment of the invention which isillustrated in theaccompanying drawings. It will be apparent to thoseskilled in the art that various changes and modifications may be made inthe machine illustrated in the drawing without departing from the spiritof the invention, and thatthe specific illustration and description isfor the purpose of facilitating an understanding of the invention.

In the drawings: 7

Figure l is a side elevational view of one form of machine constructedaccording to this invention in which the pivotally mountedhead-supporting frame of the machine is shown in dotted lines in itstie-handling position, and in solid lines in its stored position;

Figure 2 is a plan View of the machine shown in Fig. 1;

Figure 3 is a side elevational view of the tie-engaging head of themachine shown in Figures 1 and 2;

Figure 4 is a plan view of the tie-engaging head of the machine shown inFigure 3.

Figure 5 is a vertical sectional view on the line 5-5 of Figure 4;

or a

Figure 6 is a vertical sectional view on the line 6-6 of Figure 4;

Figure 7 is a vertical sectional view on the line 7-7 of Figure 4;

Figure 8 is a vertical sectional ,view on line 8-8 of Figure 2 showingthe portions of the truck frame and the head-supporting frame at whichthey are pivotally con nected, and also showing the hydraulic memberwhich acts to return the head-supporting frame from its tieengagingposition to its stored position;

Figure 9 is a sectional view of a modification of a headoperatingmechanism which may be employed in lieu of that shown in Figure 6; and

Figure 10 is a horizontal sectional view on the line iii-1b of Figure 9.

The general organization of a tie-pulling and replacing machineconstructed according to this invention may be seen best in Figures 1and 2. The machine shown therein comprises a four-wheeled truck T whichis adapted to run on standard-gauge rails, and a tie-handling mechanismpivotally supported on the truck. The tie-handling mechanism consistsessentially of a head H which is rigidly fixed to the forward end of ahead-supporting frame F. The frame F is pivotally connected to the truckT, and the truck T and frame F are so designed that the tie engagingmembers of the head H may be quickly and accurately lowered into workingposition and returned to stored position, as desired. At least one pairof tie-engaging members (10, 10a) forming a part of the head H, aresupported for rotation about vertical axes, and are normally spacedapart longitudinally of the machine a distance greater than the width ofa standard tie. The longitudinally spaced tie-engaging members are alsomovable relatively towards and away from one another. Normally thetie-engaging members of each pair are separated to the extent that whenlowered into their working position these tie-engaging members may thenbe moved relatively towards one another to firmly engage the tietherebetween. The tie-engaging members are then rotated in the directionwhich will cause the engaged the to be ejected from beneath the rails.One or more pairs of tie. engaging members constructed to coact in thedescribed manner may be employed, and for purposes of illustration themachine shown in the accompanying drawings comprises two such pairs,namely iti, 16a and 12, 12a.

The necessary power for forcing the tie-engaging members into operativeposition, and thereafter rotating them, is derived from the engine Ewhich is supported of the rearward end of the frame F so as to partiallycounterbalance the Weight of the head H about its pivotal connection tothe frame The mechanism through which driving torque is transmitted fromthe engine E to tieengaging members will be described in more detailhereinafter. The relative motion of the tie-engaging members into theirworking positions is imparted, preferably, by a' hydaulically actuatedpiston or pistons, the source of hydraulic pressure being a pump poweredby the engine E. This same source of hydraulic pressure is convenientlyemployed to control the swinging movement of the headsupporting frame Finto its working or stored position, as also explained more fullyhereinafter.

It will be apparent that by providing an appropriategearing andclutching mechanism the engine E may be employed to furnish motive powerto the truck T, but the present invention is not concerned with means bywhich the wheeled tie-removing and replacing mechanism isv moved fromone work location to another.

The frame of the truck comprises transom members 14 and 16 which arerigidly connected at their rearward ends to either end of thelongitudinal member 18 which lies along the back of the truck. Thehead-supporting frame F is pivotally connected to the truck framebytlife Patented Apr. 1, 1958' 3 rod and the forward end of the frame Fsupports the rigidly afiixed tie-engaging head H. The head H is movedfrom its stored position, shown in solid lines in Figure l, to itsworking position, shown in dotted lines, by causing the head-supportingframe to swing relatively to the truck T about the pivot rod 20.

The forward ends of the truck transoms 14, 16 are rigidly fixed withrespect to one another by means of bracing which extends over thehead-supporting frame F so that it may be lowered unobstructed into itsworking position. This bracing comprises the uprights 22, 24, fixed,respectively, to the ends of the transoms 14, 16 and a cross-tie member26 rigidly fixed between the ends of the uprights. Diagonal braces 28,30 are also fixed between the transoms 14, 16 respectively, and theupper ends of their respective uprights 22, 24, thereby adding to therigidity and strength of the truck T while permitting thehead-supporting frame F to be moved freely between its working andstored positions. The truck T is further braced by the diagonal members32, 34 which at their forward ends are fixed to the inner sides of thetransoms 14, 16. These members converge rearwardly and at their rearwardends are fixed to the forward section of the longitudinal member 18.Midway between the ends of the members 32, 34 the longitudinallydisposed cross-piece 36 is fixed and this serves to support the lowerend of the hydraulic mechanism by means of which the relative swingingmovement between the truck T and the frame F is controlled, as will'later be described in more detail.

It will be observed that the longitudinal frame member 18 of truck Tconsists of two parallel sections 18a and 1815. Referring to Figures 2and 8, it will also be seen that journal blocks 38 are fixed to theupper sides of the sections 18a, 18b at longitudinally spaced intervalsand that similar journal blocks 40 are fixed to the underside of therearward portion of the frame F. All of these journal blocks 38, 40 areprovided with bearing apertures which are axially aligned and in whichthe pivot rod 20 is received, and about which the frame F is caused toswing relatively to the truck T.

The head-supporting frame F comprises sub-frame members 42, 44, 46 and48 which lie parallel to one another up to the forward ends of members42, 48 as may be seen in Figures 1 and 2. The members 44, 46 convergeforwardly beyond the forward ends of members 42, 48, and at their distalportions are turned into parallel relationship to engage between themthe supporting tongue 50 of the tie-handling head H. The frame F alsocomprises members 52, 54 which are mounted, respectively, on the uppersides of sub-frame members 42, 48, and the forward ends of members 52,54 are rigidly held with respect to one another by the plate 58 joinedthereto.

As previously indicated, the tie-handling head H is supported on theframe F by the tongue 50 which extends between the distal parallel endsof the members 44, 46, and is held securely in position by the bolt 60.In addition, the tongue 50 is preferably welded to the members 44, 46.

The forward top portion of the tongue 50 is cut away to receive thebottom and a portion of the rear side wall of the tubular member 62.This member 62 is rectangular in cross-section and open at either end,as may be seen best in Figure 5. The member 62 is welded or otherwisesecurely fastened to the tongue 50 in the position illustrated in Figure5.

Referring to Figures 3 to 6, it may be seen that the head H consistsessentially of two parts, one of which supports and holds in relativelyfixed position the totatable tie-engaging members 10a and 12a, and theother of which is slidably mounted with respect to the first part and onwhich the rotatable tie-engaging members 10 and 12 are supported. Thefirst of these parts ofthe head H is'shown best in Figure 5, and thesecond, or relatively slidable part, is shown best in Figure 3 and inthe lower portion of Figure 4.

Referring to Figure 5, it may be seen that a plate 64 is fixed to theupper side of the tubular member 62 and that on this plate there ismounted two spaced-apart bearing blocks 66, 68. A stub shaft isrotatably supported in these blocks, and on the portion of the shaftintermediate the blocks there is fixed a bevel gear 72. The upper end ofa shaft 74 extends upwardly through the plate 64 and on this end isfixed a bevel gear 76 which is positioned to enact with the gear 72, andthus drive the shaft 74.

As seen best in the left-hand portion of Figure 6, the shaft 74 extendsdownwardly through bearings supported in apertures in the bottom and topsides of the tubular member 62, and through an elongated slot in amember 80 which is slidably received with the tubular member 62. Therelatively movable part of the head H is mounted on this sliding member80, as will be described more fully hereinafter.

Again referring to Figure 6, the lower end of the shaft 74 is journaledin a bearing 82 which is mounted on the underside of a plate 84,supported in general parallelism with the plate 64 by the hanger plate86, which is fixed along its upper edge to the plate 64 (Figure 5).Immediately above the plate 84, the shaft 74 carries a gear wheel 88,which meshes with gear wheels 90, 92 which are fixed to the shafts 94,96, respectively, on which the tieengaging members 10a and 12a aresupported. The shafts 94, 96 are journaled at their upper ends inbearings (not shown) fixed to the underside of the plate 64 and, at aportion intermediate the tie-engaging members and the driving gears, inhearings or bushings (not shown) carried by the plate 84. Theabove-described arrangement is such that when turning torque is appliedto the shaft 70 it will be transmitted through the shaft 74 to the gear88 and applied to the shafts 94, 96, through gears 90, 92, in thedirection which causes the tie-engaging members 10:: and 12a to rotatein the same direction.

The relatively slidable part of the tie-handling head H is shown to bestadvantage in Figure 3, in the lower portion of Figure 5 and in theright-hand portion of Figure 6. The operating parts of this section ofthe head are supported towards one end of the member 80 which isslidably received in the tubular member 62. A plate 100 extendstransversely of the length of the sliding member 80 and is fixed to theupper side thereof towards the end which protrudes from the tubularmember 62. The plate 100 and the upper and lower sides of the slidingmember 80 are provided with vertically aligned apertures through whichthe upper portion of the shaft 102 extends. A plate 106, generallysimilar in form to plate 100, is supported beneath the plate 100 by thehanger 108, and the underside of the plate 106 carries a bearing 110 inwhich a lower portion of the shaft 102 is journaled. The gear wheel 112is fixed to the shaft 102 immediately above the upper side of the plate110, and this gear wheel is meshed on either side with the gear wheels114, 116. The vertically disposed shafts 118, are rotatively supportedat their upper ends in bearings (not shown) carried on the underside ofthe plate 100, and their lower portions extend through bushings (notshown) supported in the plate 106. The tie-engaging elements 10, 12,respectively, are fixed to the lower ends of the shafts 118, 120, andthrough the described connections are caused to rotate in the samedirection upon rotation of the bevel gear 104. Referring to Figure 3, itmay be seen that two transversely spaced bearing blocks 122, 124 aresupported on the upper surface of the plate 100, and that a stub shaft126 supported in these bearing blocks carries a bevel gear 128 which ispositioned to drive the bevel gear 104. The rearward end of the stubshaft 126 extends through the bearing block 122 and has fixed theretoone part of a universal joint 130 in the driving connections between thehead H and the engine E.

The construction and arrangement of the tie-handling head describedabove are such that the tie-engaging elements and 12 may be positionedon one side of a tie end and the tie-engaging elements 10a and 12a onthe other side thereof. The portion of the head H on which thetie-engaging elements 10 and 12 are supported can be moved relativelytowards their cooperating elements 10a and 12a, respectively, and thetie end firmly gripped the tie-engaging elements on either side thereof.As substantial force is necessary to move the tie-engaging elements intoworking position, and retain them there, means are provided for thispurpose. The relative movement of the tie-engaging elements, and theirretention, is accomplished by means of a hydraulically actuated pistonand cylinder arrangement shown best in Figures 4, 5 and 6.

A cylinder 132 is supported by a bracket 134 on the underside of theforward end of the head supporting tongue 50. A piston 136, slidable inthe cylinder (Figure 6) has fixed thereto a piston rod 138 which at itsdistal end carries a block 140. Referring to Figures 4 and 6, it may beseen that a strap 142 is fixed at one end to the block 140 and at itsother end to the vertical end surface of the sliding member 80, whichcarries the structure, heretofore described, upon which the tie-engagingelements 10 and 12 are supported. Also fixed to the block 140 is one endof a strap 144 which extends longitudinally behind the vertical shafts74, 102 and at its other grips the rear vertical edge of the plate 108.By these means, movement of the piston 136 to left as seen in Figure 6will cause the tie-engaging elements 10 and 12 to move towards thetie-engaging elements 10a and 12a, respectively, and when positionedinitially on either side of a tie will grip the tie firmly therebetween.Movement of the piston is accomplished by admitting a source ofhydraulic pressure, later described, to the cylinder to the rear of thepiston. Upon release of the hydraulic pressure, it is desirable to havethe tie-engaging elements 10 and 12 return to their initial position,which is a short dis tance to the one side of the tie which they engage,in order to release the displaced tie and make ready for the placementand gripping of the new tie which is to be inserted. One means by whichthis may be accomplished is illustrated in Figure 7. A pair oflongitudinally disposed tubes 150, 152 are welded or otherwise securedin apertures formed in the plate 86. Helical springs 154, 156,respectively, are placed within the tubes and the one ends of thesprings are anchored to the corresponding ends of the tubes by means ofbolts 162 and 164. The other ends of the springs are fixed to theupright 160and this is fixed to the strap 144 which has been previouslydescribed. The righthand end of the tubes 150, 152, as seen in Figure 7,are more forwardly disposed than the forward edge of the plate 108 sothat they do not obstruct movement of the slidable part of the head. Itwill be seen, therefore, that as the slidable part of the head H ismoved by hydraulic pressure behind the piston 136 to the dotted lineposition shown in Figure 6, to grip the tie T, the springs 154, 156 willbe extended. Upon release of the pressure, the springs contract andreturn the slidable part of the head to the solid line position shown inFigure7 due to their connection with strap 144. To aid in guiding thereturn movement there is also provided a helical spring 166, which atone end is fixed to the plate 166 and at its other end to the strap 144near its connection to the block'140. This may be seen best in Figure 2.

Auxiliary means is provided for moving the tie-engaging elements betweentheir open and closed positions and this is illustrated in Figures 9 and10. An operating shaft 170 is journaled in vertically aligned aperturesformed in the tubular member 62 at a position longitudinallyintermediate the shafts 72, 102. As previously explained, the slidingmember 80 has longitudinally extending slots in its top and bottom sideswhich permit it to move relatively to the shaft 74 extendingtherethrough. The operating shaft 170 also extends through these slots.The rearward interior wall of the sliding member 80 has a rack 172formed thereon, and a pinion 174 fixed to the operating shaft170 engagesthisrack. Upon rotation of the shaft 170, which is facilitated by thehandwheel 175 shown best in Figures 1 and 2, the sliding element 80 iscaused to move relatively to the tubular member 62, and thus cause thetie-engaging elements to move to open or closed position, depending uponthe direction in which the handwheel is rotated.

It will be observed that the head supporting tongue 50 is angledslightly upward from the plane of the frame members 44, 46 to which itis fixed. This is done so that when the frame and head are lowered intothe operative position, shown in dotted lines in Figure 1, the bottomsurfaces of all the tie-engaging elements will be in substantially thesame plane. Other arrangements for accomplishing this same purpose willbe apparent to those skilled in the art. Furthermore, other shapes andforms of the rotary tie-engaging elements may be employed in lieu of thecylindrical elements with heavily kurled circumferential surfaces whichare disclosed in the exemplifying drawings. The bottom surfaces of thetie-engaging elements shown in the drawings are provided with cleats 176which are highly advantageous in displacing ballast lying alongside of atie which it is desired to remove, but the cleats may be dispensed withif desired, or replaced by a conical extension of the tie-engagingelements. All such changes and'modifications are considered within thescope of the present invention.

The hydraulic mechanism for controlling the relative swinging movementbetween the frame F and the truck T is shown in Figure 8. The lower endof a piston rod 180 is pivotally held by the pin 182 which is supportedin the upright ears 184, 186 fixed to the strength member the upper endof the rod works in the cylinder 188 under the influence of hydraulicpressure admitted into the cylinder above the piston. (The same sourceof hydraulic pressure is employed to operate this piston as is employedto operate piston 136 which controls the opening and closing movementsof the tie-engaging elements.) The upper end of the cylinder 188 isprovided with a ball-shaped protrusion 190 which is received in a socket192, thereby providing a pivotal connection to the bracing member 194 onwhich the socket is supported. The bracing member 194 is fixed to theframe F, one end being welded to the member 54 (Figure 2) and the otherbeing welded to the floor panel 196. As seen best in Figure 8, thebracing member 194 is generally an inverted U-shaped and the socket 192is fixed intermediate the side legs. A further bracing member 198, ofthe same general shape extends longitudinally over, and is fixed to, themember 194. The member 198 crosses over and reinforces the member 194 atapproximately the point at which the socket 192 is fixed to theunderside of the bracing member 194. Arranged in this manner, therelative swinging movement between the frame and the truck can becontrolled by admitting to and releasing hydraulic pressure in thecylinder 183. When the frame F is in its stored position, shown in solidlines in Figure 1, a bar 200 is positioned beneath the forward portionsof the frame members 44, 46 with its ends resting on the transom members14, 16 of the truck. The bar 200 thus acts to support the frame in itsstored position when the machine is being transported, and is removedwhen the machine is to be used. When the bar 200 is removed, thedownward movement of the head H on the front end of the frame iscontrolled by releasing hydraulic pressure from the cylinder 188. Thehead H is lowered in this manner to position the tie-engaging elementsrela tively to a tie as shown in dotted lines in Figure 1 and in solidlines in Figure 6. A rail-gripping bracket 202 is fixed to the rearwardside of the head H and cups the head of the rail on which the truck issupported, as shown in dotted lines in Figure 1. This aids in steadyingthe machine when a tie is being withdrawn or replaced, and

relieves the wheel assembly of the thrust forces which would otherwisebe applied to them in full. The tieengaging elements 10, 12 are thencaused to move toward their coacting elements 100, 12a and to grip thetie therebetween by admitting a hydraulic fluid under pressure behindthe piston 136. This pressure is supplied by a fluid pump 204 which issupplied through conduit 206 connected to a reservoir 208. The pump isdriven through the belt drive 222 from an output shaft on the engine E.Fluid under pressure is delivered by the pump through conduit 219 to avalve 212. The conduit 214 delivers fluid under pressure into thecylinder 132, and behind the piston 136, upon manual actuation of thevalve 212. In a similar manner fluid under pressure is delivered throughconduit 215 to valve 218, upon manual actuation of which fluid underpressure may be delivered through conduit 228 to the cylinder 188 andthereby cause the frame F to swing about its pivot rod 20 to storedposition.

When the tie-engaging elements have gripped the end portion of a tiefirmly therebetween, the elements are caused to rotate in the directionwhich will eject the tie from its position beneath the rails. Thenecessary torque for rotating the tie-engaging elements is derived fromthe engine E. The main output shaft 224 of the engine E carries asprocket 226 which is drivingly connected by the chain 228 to thesprocket wheel 230. The sprocket 23% is mounted on the input shaft 232of the reversing gearing 235, which is of conventional design. Theoutput shaft of the reversing gearing is connected through shafting 235,including universal joints 236 and 238, to the stub shaft 70. The torquedelivered to the shaft 70 is transmitted to the tie-engaging elements10a and 12:: through connections previously described with reference toFigure 5.

The drive for tie-engaging elements 10 and 12 is taken from the sprocketwheel 249 which is fixed to the the shafting 235 intermediate thebearing blocks 242, 244 which are supported on the frame member 58. Achain 246 drivingly connects the sprocket 240 to the sprocket wheel 248on the shafting 25% intermediate bearing blocks 252, 254 also supportedon frame member 58. The shafting 250 includes universal joints 256, 130and is connected to the stub shaft 126 which carries the bevel gear 128.The torque delivered to the stub shaft 126 is transmitted totie-engaging elements 10 and 12 through the connections previouslydescribed with reference to Figure 3.

When the machine has been operated to eject a tie, as aforesaid, thehydraulic pressure on the piston 136 is released by actuation of thevalve 212 and the springs 154, 156 act to return the tie-engagingelements to their open position, shown in solid lines in Figure 6.

The machine may then be employed to place a new tie in the position fromwhich the old one was withdrawn by positioning the leading end of thenew tie between the opened tie-engaging elements. The tie-engagingelements are then closed upon the tie end by actuation of. valve 212.The direction of rotary drive of the elements is reversed by manualadjustment of the reversing gearing 234. The engine clutch may then beengaged and the tie will be drawn into proper position beneath therails.

Upon the completion of the tie withdrawing and replacement operation,the valve 218 may be actuated to raise the frame F to its storedposition. The retaining bar 200 may then be insered between the truckand frame to retain the frame in stored position when the engine E isstopped and power to the pump 204 is cut The machine is then ready to betransported, by rail if desired, to the next work location.

Having thus described the invention, what is claimed as new and isdesired to be secured by Letters Patent is:

1. A machine'for inserting and removing railroad cross ties beneath therails of a track structure, comprising a wheeled'truck guided forlongitudinal movement along the rails, a frame pivotally supported onsaid truck for vertical movement between a raised inoperative positionand a lowered operative position, movable means carried by said framefor operatively engaging and transversely moving a cross tie in thelowered operative position of said frame, a rail gripping bracketfixedly carried by said frame for operative engagement with a rail inthe lowered operative position of said frame, said bracket includinglaterally presented abutment means rigidly fixed to said bracket againstlateral displacement for engagement with the sid'e of the rail fortransmitting lateral thrust from the said frame to the rail.

2. A machine for inserting and removing railroad cross ties beneath therails of a track structure comprising a wheeled truck guided formovement along said rails, a frame p'ivotally supported on said truckfor vertical movement between a raised inoperative position and alowered operative position, means for selectively raising and loweringsaid frame, a work head carried by said frame to one side of said truck,said head comprising cross tie engaging elements and means for operatingsaid elements, a tail gripping bracket fixedly connected to said headfor engaging one of said rails to determine the lowered operativeposition of said frame, said bracket receiving said rail and havingabutment means depending on opposite sides of the rail for transmittingthereto the lateral thrust arising from operation of the said tieengaging elements.

- 3. The combination of claim 2 in which said cross tie engagingelements comprise a plurality of pairs of rollers, the rollers of eachpair being selectively spaced ap'artin' the direction of movement of thetruck to depend on opposite sides of a cross tie, and said pairs ofrollers being relatively aligned transversely to the said direction ofmovement to accurately guide the ties transversely't'o the rails.

4L The combination of claim 3 including means for simultaneously andequally moving the rollers of each pair relative to each other tovary'their said spacing.

5! A machine for inserting and removing railroad cross ties beneath therails of a track structure comprising a' wheeled truck guided formovement along said rails, a frame member extending transversely to themove ment of said truck and medially pivoted thereon for verticalswinging movement, a work head carried by said frame on one side of itsmedial pivot, and rotatable means carried by said .head for operativelyengaging and transversely moving a cross tie, a motor carried by saidframe on the opposite side of said pivot for partially counterbalancingthe weight of said work head, and means establishing a driving relationbetween said motor and said rotatable means.

6. The combination of claim 5, including a hydraulic pump on said framein driven relation with said motor, and hydraulic means in circuit withsaid pump and driven thereby for tilting said frame about its pivot.

References Cited in the file of this patent 'Hesemann Feb. 21, 1956

